Department
of
Aviation
■ASPORTATION l\H«m
APR 1987
NORTHWESTERN UNIVERSIK
City
o
Chicago
agmmg. m@m
CITY OF CHICAGO
****
CITY OF CHICAGO
^ ^ ^ -^
DEPARTMENT OF AVIATION
CITY OF CHICAGO
ME
9797 7^4
US 32l «f
WILLIAM E. DOWNES, JR., Commissioner
J. P. DUNNE, Deputy Commissioner
CITY OF CHICAGO
JOHN A. CASEY General Manager of Operations
FERDINAND F. ROSA Administrative Engineer
HERBERT H. HOWELL Chief of Planning
RAY C. BROWNELL Assistant Chief of Planning
JOHN F. O'CONNOR Chief of Finance
KENNETH W. COURSE Administrative Assistant
MICHAEL J. BERRY Manager, Chicago Midway Airport
JOHN L. CARR Ass'f. Mgr., Chicago-O'Hare International Airport
THOMAS J. CUSACK Asst. Mgr., Merrill C. Meigs Field
■^ 3? ^r". ^n
Gnicdmt '/J. cJja/^>
Mayor
JOHN C. MARCIN
City Clerk
M. A. GORDON
Deputy City Clerk
Ward ALDERMAN
1. DONALD W. PARILLO
2. WILLIAM H. HARVEY
3. RALPH H. METCALFE
4. CLAUDE W. B. HOLMAN
5. LEON M. DESPRES
6. A. A. RAYNER, JR.
7. NICHOLAS J. BOHLING
8. WILLIAM COUSINS, JR.
9. DOMINIC J. LUPO
10. JOHN J. BUCHANAN
11. MATTHEW J. DANAHER
12. DONALD T. SWINARSKI
13. CASIMIR J. STASZCUK
14. JOSEPH P. BURKE
15. JOSEPH J. KRSKA
16. PAUL M. SHERIDAN
17. WILLIAM H. SHANNON
18. EDWARD J. HINES
19. THOMAS F. FITZPATRICK
20. KENNETH E. CAMPBELL
21. WILSON FROST
22. OTTO F. JANOUSEK
23. FRANK J. KUTA
24. GEORGE W. COLLINS
25. VITO MARZULLO
26. STANLEY M. ZYDLO
27. HARRY L. SAIN
28. JOSEPH JAMBRONE
29. ROBERT BIGGS
30. EDWIN H. McMAHON
31. THOMAS E. KEANE
32. ROBERT J. SULSKI
33. ROBERT BRANDT
34. REX SANDE
35. CASIMIR C. LASKOWSKI
36. JOHN F. AIELLO
37. THOMAS J. CASEY
38. WILLIAM J. CULLERTON
39. ANTHONY C. LAURINO
40. SEYMOUR SIMON
41. EDWARD T. SCHOLL
42. MAYER GOLDBERG
43. G. BARR McCUTCHEON
44. THOMAS ROSENBERG
45. EDWIN P. FIFIELSKI
46. JOSEPH R. KERWIN
47. JOHN J. HOELLEN
48. ROBERT J. O'ROURKE
49. PAUL T. WIGODA
50. JACK I. SPERLING
ROBERT F. CAMPBELL
Record Clerk
cty of cmc^o DEPARTMENT OF AVIATION
fSff-^1 Room 1000, City Hall . Chicago 2, Illinois
RICHARD J. DALEY
To His Honor the Mayor
and Gentlemen of the City Council
The Department of Aviation submits herewith
its Annual Report for the year ended December 31,
1967.
It is my pleasure to report that our Airports
have once again, as in previous years, achieved
new records in both aircraft operations, number of
passengers and cargo tonnage. Throughout the year
we have met the challenge of the industry with con-
struction of new facilities and expansion of existing
facilities to maintain pace with one of the fastest
growing industries to-day.
The Department gratefully acknowledges your
cooperation and assistance in making its achieve-
ments possible. We are also appreciative of the
splendid relationship it has enjoyed with other gov-
ernmental, civic and industrial groups.
«t E. DOWNES, j
Respectfully yours, V j
l/U illlant O . <== UJowite^ It.
Commissioner of Aviation
The Department of Aviation was created
under Section 8.2-1 of the Municipal Code
of Chicago. This provision states, in part,
that the Commissioner of Aviation shall:
"Hove the management and control of
the design, operation and maintenance
of all public airports owned and oper-
ated by the City.' 1
The 1967 Annual Report is submitted in
compliance with Section 8.2-4 and Section
25-23' of the Municipal Code which re-
quires all departments of the City of Chi-
cago to submit an Annual Report on their
official activities.
<=/J&d teat '-</(y/t/
c„
ity is only as great as t,
he faci/it
nJ
ities and services it
3
provides for its people, as we/l as for (nose who visit it.
cJhrough the years, Chicago has met the challenge - in
building a great school system, a great parks system, a great
water ana sewer system, a great expressway system, a great
airport system, and a great mass rapid transportation
system.
/low. with the dedication of the new Chicago lltidway
^Airport, the challenge of the jet air age is being met.
Chicagoans recognized (he air age in igi6. when they
dedicated the original Chicago 1 1 lunicipal J/Lirport, on a
small area within this same site, and which has grown to
its present mile-square complex.
we now re-dedicate Chicago lltidway J/iuport as a
modernized facility to accommodate the sleek aircraft which
will he using it.
vUe have rebuilt lltidway because of our desire to help
keep Chicago one of the truly great progressive cities of
the nation.
cJo the people of Chicago and our visitors from all over
the nation, this monument of progress, Chicago lltidway
j\irport, is dedicated.
(Richard §. 0)a/ey
lltayor
Welc back to - MIDWAY
I
s-true, Midway is back. Within a fevx
airports in the United States.
years, it should be one of the busiest
Built in 1926 as the first major aviation facility in Chicago, Midway became
the nation's busiest airport only to lose all of its airline traffic to newer and larger
Chicago-O'Hare. Now congestion at O'Hare has caused major airlines to take
another look at Midway, sitting almost unused with the exception of general avia-
tion traffic. By early 1968, most airlines serving O'Hare also will have returned
schedules to Midway.
To prepare for this influx of new traffic, Midv
rehabilitation including resurfacing of its two majo
new terminal facilities.
is undergoing a complete
lways and construction of
With these new and improved facilities, there is every indication that Midway
by 1970 will be one of the principal air carrier airports in the nation. A :cording to
estimates, by 1970 Midway traffic will match the peak passenger volumes achieved
during its heyday 10 years ago.
Midway is still small by today's standards. It covers only a square mile as
compared to present day metropolitan airports which cover many square miles.
When resurfaced Midway's two major runways will be only 6,520 ft. and 6,104 ft.
long, not enough to handle the big transcontinental or intercontinental jets, but still
sufficient to land two and three-engine jets including the stretched 727-200. When
it goes bacK into use, Chicago Midway will become, in essence, Chicago's down-
town airport. Servicing the DC-9, 727 and 737, the BAC 111 and Caravelle
types, it will handle the local movements in and out of Chicago on stage distances
up to about 1,000 miles.
Expansion back into Midway actually is a stopgap for rapidly increasing air
Artist's rendering of Chicago Midway Airport looking west
Air view of Midway Airport
traffic until a third major Chicago airport can be completed in the 1970's.
Midway was Chicago's only airport serving major air carriers until 1955 when
O'Hare was commissioned. Not much traffic went to O'Hare initially, but with the
development and use of the four-engine jets, the much longer runways at O'Hare
were necessary. New terminal facilities were opened at O'Hare early in 1962 and
airlines began shifting from Midway to O'Hare. By July 1962, all airline flights had
been moved and Midway was deserted.
The exodus from Midway proved a boon for general aviation. With no airline
traffic, private planes were welcomed back and a landing fee was eliminated. Now
with airlines taking over again, a landing fee for general aviation planes is to be
imposed probably at the rate of $.30 per 1,000 lbs. with a $2.50 minimum.
With the tremendous growth in airline passenger traffic, O'Hare in 1962 had
topped all previous passenger records at Midway and by 1967 had reached more
than 27.5 million passengers for the year. It was to get away from this congestion
that the airlines began thinking of Midway again. United was the first back in
operation, returning with 10 flights a day on July 5, 1964. United suspended flights
during the rehabilitation work on Midway but was to be the first back in operation
again after the work was completed.
According to plans, all major airlines operating in and out of O'Hare were
to move portions of schedules to Midway with the exception of Continental. Author-
ization of Continental in and out of Chicago does not provide for short stage length
flights, although Continental has said that if CAB authorization is granted, they
also will schedule flights into Midway.
Inferior View of Lobby
Work at Midway is costing about $10 million and is being paid for
primarily by the City of Chicago and the airlines, with additional State
and Federal-Aid. When it gets back into operation, Midway expects to
be on a - paying basis, both on capital invested and operating expenses.
When Midway was operating at full capacity, it had 4 sets of dual
runways. Only two of these runways are being resurfaced. They are
13R-31L, which is 6,520 ft. long, and 22L-4R, which is 6,104 ft. The
center 100 ft. of the runway is receiving concrete pavement with the
balance of the 175 ft. width covered with bituminous surfacing. Most of
the other runways will be used as taxiways.
The new terminal will be located at the northeast corner and along
the eastern edge of the field. It will be on the site of the old terminal
but will be much larger. Configuration of the new terminal was adopted
because it gives space for 28 gates, each capable of handling a Boeing
727, the largest passenger plane expected to use the field. In addition,
there well be terminal space for a helicopter use.
There will be three concourses, each 20 ft. wide. Three ticket selling
areas are planned and each concourse will have its own baggage claim
area. Each gate has a 50 ft. x 25 ft. departure lounge with a new general
lobby. Entrance will be from approximately the same location as the
older terminal.
According to a pattern which is being established by movement of
schedules back to Midway, Chicago aviation planning officials believe
airline operations on the field will be up to 10,000 by mid-1968. By
the end of 1968, this should be up to 35,000 and early in the 70's,
will hit 180,000, the limit for the new terminal. This will be a little more
than 6,000 operations a year per gate, close to what O'Hare has been
doing with its 70 domestic gates.
With efficient passenger scheduling by the airlines, we do not be-
lieve there will be a need for much transferring of passengers from
Midway to O'Hare. O'Hare will be for the long haul passengers. Midway
for the short haul. However, helicopter service to serve transfers between
O'Hare and Midway is scheduled to go back into operation once the
move to Midway is completed.
No one in Chicago believes a revitalized Midway is the answer to
all of the City's aviation problems. It is a good temporary answer, but
according to present forecasts, both fields will be operating to capacity
early in the 70's.
Chicago needs a new metropolitan airport and, if it is to retain
its position as one of the leading transportation centers in the world,
it must have one by 1975.
Exterior View of Terminal Building and Tower
UNDER
CONSTRUCTION
SEPTEMBER- 1967
S3
HBW W
Wfcr^^E^
Before
V
snaniM in
.mil. r *tj
CONSTRUCTION
COMPLETED
DECEMBER 196 7
After
TRAFFIC AT
CHICAGO MIDWAY AIRPORT
1962
107,778
1963
126.959
1964
217.037
AIRCRAFT
OPERATIONS
1965
216,043
1966
258,491
1967
261,068
1962
35.05
1963
NONE
1964
3.21
FREIGHT EXPRESS
AND MAIL
1965
2.49
(in 000.000 lbs)
1966
.975 |
1967
■366|
1962
659,550
\
1963
417,544
1964
823,676
PASSENGERS
1965
882,349
1966
1,094,878
1967
1,077,666
Midway Airport, in 1967, accommodated 261,068 operations, which ranks
it the sixty-second busiest airport in the United States. Much of this was local flying,
however, which we do not contemplate continuing once scheduled air carriers re-
turn. Midway Airport was without scheduled service, the airlines transferring all
schedules to O'Hare Field shortly after the new terminal facilities were opened in
1962. United Air Lines resumed scheduled service December 15, 1967, and other
airlines will follow in 1968. The number of passengers showed a slight decrease,
which was due to the field's being closed from August to December for reconstruction.
CHICAGO-O'HARE INTERNATIONAL AIRPORT
Except for one single year, since World War II, Chicago has maintained the
world's busiest airport. Midway Airport was the busiest through 1960.
Prior to World War II, it was recognized that Midway would not be able to
handle all of Chicago's airport problems. After the War, traffic considerations as
well as other factors dictated that a new airport be located northwest of Chicago.
The first unit of the Terminal Building had been completed by 1955, along
with runway extensions, taxiways, and an additional runway. However, traffic re-
mained light until the advent of the civil jet transport aircraft in 1959. This big
technological surprise was an unprecedented success, due to public acceptance and
the utility of the jet transport. This resulted in the inauguration of the first jet service
at O'Hare in 1959.
Every year since 1959 has seen a steady growth in traffic at O'Hare, so that
in 1967, FAA Tower reported 643,787 aircraft operations. There were 27,552,816
passengers. Under these circumstances the capacity of the airport and its facilities
Artist's rendering of the proposed expansion of O'Hare Field
are taxed to the utmost. Therefore in 1967, a three step program was put in progress
to alleviate the crowding at O'Hare Field. This is in accordance with a pattern to
provide Chicago with airport facilities to accommodate the present traffic, and that
expected in the foreseeable future.
The first step of the program has been underway since August 1967. This is
the reactivation of Midway Airport, involving an expenditure of more than ten mil-
lion dollars in City funds, State funds, Federal-Aid Airport funds, as well as funds
furnished by the scheduled airlines.
We are in a period of rapid and sustained growth in airline operations and
increase in passengers. With the expected advent of the jumbo-jets in 1970, fol-
lowed by the supersonic aircraft planned for scheduled service in the mid 70's,
there will be an unusual acceleration in all aviation activities.
The second phase involves the expansion of the terminal facilities at O'Hare .
Field. The aim here is to provide adequate accommodations for a greater number
of aircraft. Our Architects and Engineers with the assistance of our Airport Con-
sultant have prepared a comprehensive report for the proposed expansion of O'Hare
Field at a cost of 280 million dollars. This proposal was submitted to the airlines
for consideration and approval.
The immediate improvements to commence in early 1968 are as follows:
Reconstruction of the 11,600 foot runway NW-SE.
One additional NE-SW runway.
Multi-level parking structure — 12,000 car capacity.
Expansion of Heating and Refrigeration Plant.
Expansion of Terminal Buildings to provide additional gate positions.
New improved Air Cargo Area consisting of 280 acres.
Neither the reactivation of Midway nor the expansion of O'Hare is the com-
plete answer to all of the City's aviation problems.
Chicago needs another metropolitan airport. If it is to retain its position as
the leading transportation center in the world, it must build a third major airport.
illllllllllllllllllllllll PROPOSED
REHABI LI TATION
■■ NEW CONSTRUCTION
O'HARE FIELD
LI aoO'
Air Cargo Plans For Tomorrow
Although there are many conflicting opinions as to the ultimate growth of the
air freight business, in 1967 plans went ahead with an optimism, which indicates that
a bright future is assured. Overall air cargo business in the nation showed a gain of
20% in revenue.
Continental's huge air cargo building at O'Hare, rapidly nearing completion, is
indicative of the expanded growth of cargo traffic visualized by far-seeing officials
of large companies. Chicago, ranking first in the nation in air cargo volume, is aware
that to stay out in front it is necessary to adopt more efficient ground facilities. This is
true of all airlines and their terminals.
There is considerable discussion of higher air freight rates, as compared to
trucking and railroad costs. This is not always too realistic, as certain shippers will
tend to use air freight because of the nature of their business. For instance, air ship-
pers desiring to eliminate costly warehousing on a large scale can always be sold air
service.
An interesting example is the transportation of computers. No firm can afford to
have the sensitivity of these highly complex instruments damaged by jolting over the
roads, which can certainly happen with truck movements. Where computers are leased,
there is the added profit motive to consider. Rental income starts immediately with fast
service delivery of these computers.
All major airlines are interested in Boeing's 747 cargo jet. It is estimated that these
$22 million dollar planes will be in service in about two years. These large jets can
take highway-sized trailers, using straight-in nose loading and unloading. Trucks will
pick up the containers right at the plane, by-passing terminals. According to TWA,
which has on order 1 2 of the big cargo jets, this birdy-back operation can reduce
freight rates as much as 25%.
O'Hare is forging ahead in the building of ground facilities to take care of ever-
increasing air cargo. Expansion and improvements must go on in this area year after
year, and this applies to foreign as well as domestic cargo freight.
Specialists claim that the growth will be rapid, and will materialize as carriers
inform more customers of the greater efficiency and increased profits, which are
possible by using air cargo.
-ip u i ■■■ ■■
hm,.,
Continental's new Cargo Building, nearing completic
THE INVISIBLE SHIELD
A Braniff International Hostess finds
that her clear plastic "Space Bubble" not
only protects her hair from wind and rain,
but from others taking advantage of the
tradition of the mistletoe. Braniff flies
some 200,000 pounds, or 100 tons of
Texas mistletoe, each Christmas.
TRAFFIC AT
CHICAGO-O'HARE INTERNATIONAL AIRPORT
O'Hare Field is the City's major airport,
handling virtually all of Chicago's sched-
1962
1963
1964
1965
1966
1967
1962
1963
1964
1965
1966
1967
1962
1963
1964
1965
1966
1967
1962
1963
1964
1965
1966
1967
1962
1963
1964
1965
1966
1967
8,023 |
INTERNATIONAL
OPERATIONS
uled air carrier operations. In 1967 there
9,153 !
were 643,787 aircraft landings and take-
offs, continuing its record as the world's
busiest airport, with more than 27,500,000
10,273
11,035 |
passengers. The airport is operating some-
12,055
what in excess of its feasible capacity,
which results in some delays during peak
16,548
periods.
AIRCRAFT
OPERATIONS
J
(416,991 |
426,098 |
458,460 |
509,621
543,500
Zl
643,787
1
NATIONAL
ENGERS
380,781
496,841
627,333
1 PASS
670,468
Z3
761.728
m
S
925,352
!
FREIGHT
AND
(in 00C
442
543
J
EXPRESS
MAIL
699.7
ZJ
,000 lbs.)
887.6
Z]
1046.2
~j
1188.8
1
13,525,955
~i
16,163,414
HI
PASSENGERS
18,394,126
1
20,998,325 1
23,589,683
27,552,816 |
CHICAGO
[gEJ [nE3
| Snack Ba,j Sod, Ft- | D,
TrCKET COUNTERS
TICKET COUNTERS
@ ■ DOWN
UPPER LEVEL
BAGGAGE CLAIM
LIMOUSINES
LOWER LEVEL
N z;
A^
n n
j 1
1-1
jj TICKET COUNTERS
downB
® ■
UPP
BAGGAGE CLAIM
■
CAR RENT
o o
o
■
w.
TAXICABS
LOWE
1967 I 27,552,816
INTERNATIONAL
AIRPORT
©■
o o o
HISTORY OF O'HARE
n E. Downes is Chic,
>. (Pat) Dunne, deputy
fc^
l/M
AAL-Americon Airlines
I BNF-Braniff International Airways
CO--Continenlal Airlines
| Dl-Delta Airlines
I EAL-Eastern Airlines
LCA— Lake Central Airlines
^ NO— North Central Airlines
\ NWA— Northwest Airlines
s y OZ— Ozork Airlines
A AC-A: r Canada
I TWA-Trons World Airways
H UAL— United Air Lines
AF— Air France
AZ— Alitalia Airlines
80AC— British Overseas Airway Corp.
CMA-- Mexicana Airlines
IN — Irish International Airlines
PAA— Pan American Airways
SWR— Swissair
SAS— Scandinavian Airlines System
DLH— Lufthansa German Airlines
CR— Commuter
"^ : -— — ' — *
RESTROOMS ESCALATORS
8. WESTERN UNION
1 LOST &ND FOJNrJ]
ine Also Has Its Own Lo s
INTERNATIONAL
CONCOURSE A
TICKET COUNTER
Merrill C. Meigs Field continued to show an increase in aircraft operations in
1967. There were 76,267 operations compared to 72,906 in 1966. The number of
passengers showed a slight decrease with 191,175 compared to 192,194 in 1966.
This may have resulted because of the "Big Snow of 1967," and the McCormick
Place fire which normally brings in many general aviation planes and people during
the year.
During 1967, four third level airlines with regular scheduled operations were
added. This brings the total to five third level airlines now operating out of Meigs
Field.
The total scheduled operations at Meigs for 1967 were 8,777.
TRAFFIC AT
MERRILL C. MEIGS FIELD
1962
74,235 |
1963
75,860 |
1964
71,942
AIRCRAFT
OPERATIONS
1965
65,320 j
1966
72,906 |
1967
76,267 |
1962
281.004
1963
286,911
1964
201,586
1965
165,227 j
1966
192,194
1967
191,175 |
Meigs Field continues to serve the flying businessman and, in addition, is the
base for an ever-increasing volume of third level carriers. These are scheduled
carriers which provide service to such nearby cities as Madison, Wisconsin, Ames,
Iowa, Detroit, Michigan and St. Louis, Missouri, in small twin-engine aircraft, using
close-in airports at the destination points, as well as in Chicago. Meigs handled
76,267 operations and 191,175 passengers in 1967. Its rank in order of total air-
craft operations was 223rd busiest airport in 1966, and in 1967 its rank was 160th
busiest airport in the nation.
First Aid Activities
The passenger who finds it necessary to make
transcontinental jet flights, and who has been con-
fined to a wheel chair since childhood, sums up one
of the realistic benefits of First Aid Stations at
O'Hare when he says: " I do not look forward to the
crowds, the waiting, nor the search for facilities
I need. Your very competent nurse made every-
thing pleasant for me. I had the use of a cot for
a short nap. I look back on my stay at O'Hare
with pleasure and happiness."
O'Hare Field has two First Aid Stations. One in
Terminal Building No. 1, and another in Terminal
Building No. 2. These two stations are open seven
days a week. A consulting physician and nine
registered nurses are on the staff. The case load
increases steadily each year. Wheel chairs are
available at all times for any passenger who may
need one.
An air sick passenger writes: "I was so terribly
air sick that I had to be wheeled into your First
Aid center for treatment. Thank you so very much
for the kind and courteous treatment extended
to me."
Another passenger says: "For the past eight
years I have been carrying on a full time job after
a couple of severe heart attacks. If at any time I
am in Chicago and have an hour or so to wait I
go to your First Aid Station. The attendant gives
me a cot so that I can lie down each time. I have
done this about eight times. I do not know of
any other airport in the country that has these
same facilities."
First Aid is given credit again when the husband
of a passenger writes: "I am sure, that if it were
not for your very fine facilities, my wife would
have reached the Mayo Clinic in a much sicker
state than when we left Pensacola. I want to ex-
press my gratitude to you and your fine city for
the excellent medical facilities that are provided
the traveler at your airport."
If necessary, immediate emergency treatment in
a nearby hospital is available in minutes. The pas-
senger who may need oxygen does not have to
go any farther than the First Aid Station.
During 1967 there has been an increased op-
portunity to render First Aid services to a greater
number of persons at this airport. The case load
increased 35 per cent from 6,367 in 1966 to 8,590
in 1967. Served were 5,242 passengers, 408 visi-
tors and 2,588 employees.
There were 241 persons sent to hospitals, 178
to nearby clinics, 170 referred to their family
physicians, and oxygen was administered 53 times.
New Equipment
The twin-jet 737 short-
haul transport, designed for
100 to 1,300 mile routes,
will enter schedule service
in 1968. The 737 is the big-
gest thing in little jets and
will provide more jet service
to more cities.
When the first of the new 727-200s enters service in 1968, it will serve high-
density, short-to-medium range commuter markets . . . and to meet future demands
of rapidly expanding traffic.
Only 20 feet longer than the highly profitable standard 727, the new -200
can carry more passengers, at a lower seat-mile cost. With 34-inch spacing and
6-abreast seating the 727-200 can carry 163 passengers.
The 727-200 has the unique advantage of enough seating capacity to absorb
peak-hour loads, eliminating the need for costly extra sections, gate positions, man-
power and added airport congestion.
The 727-200 can operate from the same shorter-runway airports used by the
smaller 727-100.
The Blizzard of 1961
The airports in Chicago were particularly
hard hit by the great blizzard, which started
just before the morning rush hour on January
26, 1967. It started with practically no warn-
ing, and by the following day, when the
storm ended, the depth of the snow was more
than 23 inches.
To form some idea of the incredible con-
ditions which existed, we must take into ac-
count that winds were from 23 to 38 knots
an hour, with gusts up to 47 miles an hour.
Snow removal operations were immediately
put into effect, but with the heavy gusts of
wind and continuing snow, no sooner had the
men cleared the runways and other areas
necessary for operation, than the drifts piled
up again. The removal after each new snow-
fall became an almost herculean task around
the clock. Not only regular airport equipment
was necessary, but other leased equipment.
As visibility was cut and the snow drifted ovei
the runways, the digging out process began al
over again.
During the storm period, parking lots at
O'Hare were paralyzed with thousands of
automobiles trapped in the deep snow. Where
fuel was in short supply at O'Hare, gasoline
was often transferred from trucks stuck in I
snow. Huge mounds of snow formed by the
devastatingly high winds had to be removed
almost continuously in the runway and ramp
areas. Their strength taxed to capacity, I
dedicated crews worked on.
The snow removal programs went on at all
airports; around 45 inches practically crip
pled Chicago from January 26 to mid-Febn
ary. Snow had to be cleared from the airport
and disposed.
For periods of time during the emergency
passengers waited to travel, and planes were
snowed in waiting to move again, all Chica
airports were closed. Sometimes emergency
trucks were stalled, and only the tops of cars
' were visible. In many cases, trucks could not
move on service roads, cargo areas, and post
office divisions. Eventually passengers went on
their way, and the airport operations were
resumed.
It is gratifying to note that during this
great storm, work crews, personnel and man-
agement officials, maintained a consistent
attitude of helpfulness and efficiency at the
airports. In the face of this disaster such c
attitude proved a decisive factor in gettir
everything moving faster than seemed po
sible.
*
kfti|L '"CUB A.
Lost and Found
Money, credentials, business contracts, mementos,
these run the full gamut of all kinds of valuables,
which passengers leave behind them at airports, and
O'Hare is no exception. Special employees are al-
ways on guard to determine that anything left be-
hind will be returned to the rightful owners. There
is a main "lost and found" department on the mez-
zanine above the Continental ticket counters, and
each airline also has its own "lost and found" near
its baggage claim area. If a passenger discerns that
something is missing before he leaves the airport,
there is always a helpful employee on hand to search
if there is time, and if not, to take down complete
descriptions of any missing articles.
Passengers are often so grateful that they enclose
postage for returned items, not quite realizing that
this is all part of the airport service.
A business executive received this letter from the
Department of Aviation when he sent a thank you
and a check for mailing his portfolio. "Dear Sir:
Enclosed you will find check made out to the un-
dersigned which I am returning herewith. This is
completely unnecessary, as we are happy to be of
service."
The head of a textile firm writes that a book con-
taining a list of customers was so important "that
without it we would have had difficulty in conduct-
ing our business."
There seems to be everything from blueprints for
a new high rise to a baby's locket, and what makes
it so surprising is that so many of these things which
mean so much find their way back to the owners
through kindness of people helped along by the effi-
cient, alert personnel at Chicago-O'Hare Interna-
tional Airport.
Travelers Aid
Probably the most unusual Travelers Aid service
anywhere is in constant operation at O'Hare Air-
port. The agency operates from an attractive en-
closed office area on the "G" concourse, between
Gates G-l and G-3. Since 1960 when the service
was started it has consistently added caseworkers
and volunteers who are able to handle practically
any kind of emergency service you can name.
The demand for the service increases steadily
each year. As passenger service grows so has the
demand for every kind of service. The case load
has increased from 653 closed cases in 1961 to
1,795 cases in 1967. As it expands it has also
included medical and psychiatric placement, the
location of relatives, as well as the temporary
care of children coming in from the Orient, who
often must have foster care until adoptive parents
arrive.
There is an around the clock answering service
for late evenings, early mornings and Sundays.
The Travelers Aid Globe is an important landmark
Commissioner William E. Downes, welcomed the
100 millionth passenger on arrival at O'Hare Field
on May 15, 1967.
New Look in Airline Fashions
Top flight designers and airline executives have been in a huddle for some time over giving an entirely
new image by creating new costumes for air stewardesses. As more attention is being given to other services,
including more imaginative menus, these innovations will be welcomed.
Eastern Airlines brings the entire fashion picture into sharp focus with the observation that "their new
design gets away from the uniform appearance, but is appropriate to the attendants' work in the aircraft."
Styles run the gamut from fashion culottes, A-line smocks and others. TWA's foreign accent themes stand
out . . . the French minidress, Italian toga, and the long black hostess pajamas. Each airline has distinct cos-
tumes for in-flight and street wear.
American Airlines features a year-round American Blue coat in flyaway style with standup collar, white
lining. This airline was the first to eliminate the regular stewardess hat, and the girls will wear a red, white
and blue bow, and carry a scarf for windy days. Knee-high boots are of white corfam.
A. BRANIFF INTERNATIONAL — B. UNITED — C. TWA — D. AMERICAN — E. CONTINENTAL — F. DELTA
— G. NORTH CENTRAL — H. EASTERN — J. LAKE CENTRAL — K. NORTHWEST — L. OZARK.
History of O'Hare
Chicago - O'Hare International
Airport was renamed on June 28,
1949 in honor of the late Navy
ace Comdr. Edward H. O'Hare.
Under the alert leadership of
Mayor Richard J. Daley, the air-
lines expanded their facilities to
usher in the jet age at O'Hare in
the spring of 1959. O'Hare be-
came the world's busiest airport
in 1963 and still retains the title.
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